Governor



B. JACKSON.

GOVERNOR.

(No Model.)

No. 313,595. Patented Mar. 10, 1885.

. llnrrho Smarts Earha t Oriana,

BYRON JACKSON, OF SAN FRANCISCO, CALIFORNIA.

GOVERNOR.

SPECIFICATION forming part of Letters Patent No. 313,595, dated March 10, 1885.

Application filed August 29, 1884. (No model.)

To all whom it may concern.-

Be it known that-I, BYRON JACKSON, of the city and county of San Francisco, and State of California, have invented an Improvement in Governors; and I hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to a governor for steam-engines, and is especially applicable to that class in which the valve-operating eccentric is moved relative'to its shaft by centrif ugally-acting weights, so as to vary the throw of the valve and thus control the admission of steam to the engine-cylinder.

It consists of two eccentrics, one of which is movable about the shaft, and the other, which operates the valve, is movable about the first, a means for actuating the two eccentrics so that the action of the weightedcentrifugallyoperating arms is relieved from the strain caused by the friction of an unbalanced slidevalve.

It also consists in a means for adjusting and regulating centripetally-operating springs, so that they may be regulated for different rates of speed; and it consists in certain details of construction, all of which will be more fully described by reference to the accompanying drawings, in which- Figure l is a side elevation of the apparatus taken transversely to the shaft. Fig. 2is a ,vertical section taken through the longitudinal axis of the shaft. Figs. 3'and 4 are detail views of parts of the apparatus.

In the construction of engine-governors of that class in which either a single eccentric is turned upon the shaft, or in which a second eccentric is turned upon the first, in order to insure uniform leadopenings of the valve while the closing or cut-off point is varied, the whole strain of moving the valve under the friction caused by the steam-pressure devolves upon the eccentric, and from this it acts upon the weights, by the centrifugal action of which the eccentrics are adjusted, so that with a varying steam-pressure the action of these weights will vary considerably and the cut-off be made very irregular.

In my invention I have connected the eccentrics and driver by a crank arm or link, so that one eccentric may be moved about the shaft within the other, which drives the valve, and the weighted arms, by the centrifugal action by which the eccentric ismoved to vary the throw of the valve, are relieved from the strain of moving the valve.

B is the rim of the pulley, as shown in the drawings, or it may be a disk or case of any convenient form keyed to the shaft A, and having the weights F, provided with arms which extend from the weights to points at opposite sides near the circumference.

Ur G are links which connect the weights with the arms or lugs projecting from the cocentric O, or the sleeve which is formed with it, and which turns loosely upon the shaft. By the outward movement of the weights F the eccentric is turned about the shaft, and

when the speed of the engine diminishes, the springs H, which are connected with the arms of the weights, act to draw them back toward the center, and thus move the eccentric backward around the shaft so as to increase the amount of steam supplied to the cylinder.

Around the exterior of the eccentric O is loosely fitted a second eccentric, D, the exterior of which is grooved to receive the eccentrio strap,which is connected by the usual rod with the engine-valve, and by which the latter is moved.

In order to relieve the weights F from the task of moving the eccentric and overcoming the friction of an unbalanced slide-valve1noving under full boiler-pressure, I employ a crank arm or link, B, one end of which is journaled in a boss, J, which is formed near the hub of the wheel or disk 13. The other end or pin of this crank is journaled in the eccentric-ring D, so that it is driven directly from the main shaft A through the boss J 011 the wheel B. The point marked 1, in Fig. 1, indicates the greatest eccentricity, as shown when the weights F are drawn inward so as to rest upon the boss J. The point marked 21s the eccentricity of O, and is shown at the opposite side of the center of the wheel from the crank-pin E, which enters the eccentric D. It will thus be seen that when the eccentric O is turned about the shaft, this point 2 will move in the arc of a circle toward the left, while the arm of the crank E, which is journaled in the eccentric D, will move in an arc toward the right, and the two are so proportioned as to producea nearly-parallel motion at the main center or point marked 1. This motionis not exactly parallel, but it is slightly curved, so as to give the most desirable'variations of the lead of the cut-off valve between the two extremes, and having no lead at the maximum cut off. This is advantageous to the running of the engine, because the clearance has been filled by compression to a pressure equal to that in the boiler, and no lead is necessary. The links G connect the weights F with the eccentric G, and the centrifugal action of these weights turns the eccentric until its center .2 is at 4, and the center of the actuating eccentric, formed by G and D, as its throw or valve travel is reduced, advances from 1 to 3, when the travel of the valves equals the lap, and no steam is admitted to the cylinder. The centripetal action by which the weights are returned toward the center when the speed of the engine diminishes is furnished by the springs H, one end of which are connected with the arms of the weights F, between the weights and their point of suspension or fulcrum, and the other ends are connected with the lugs 1 near the rim of the wheel. The tension of these springs is regulated by means of screw-bolts K to suit the speed at which it is desired to run the engine, and the initial and terminal tension. If the speed of the engine is to be varied, the initial and terminal tension upon these springs will also vary, and in order to adjust them so that the same springs may be used for varying speeds in the engine, the arms of the weights F have a number of seats or bearings, extending from near the point of suspension or the fulcrums of the arms toward the weight, as shown at M. The links L, to which one end of the springs are attached, have bolts passing through to rest in these seats, and it will be seen that by removing these bolts they may be placed in any one of the seats, either nearer to or farther from the fulcrums about which the weights move, so that the tension of the springs may be adjusted to the varying speeds of the engine. The lugs I, to which the screw-bolts K are connected, are also provided with a nu1n ber of bearings, and corresponding with those shown at M, so that the outer end may be moved to bring a strain in most direct line with the curved traverse of M.

N is a rubber buffer in the weight, which strikes upon the boss J when the weight comes to a rest. at the center, and O is a rubber buffer fixed in the boss J, against which a lug, P, projecting from the eccentric or its sleeve, will strike when the eccentric has reached the extreme of its travel in the opposite direction, thus limiting the travel of the eccentric and preventing injury to the parts by sudden action of the governor from any cause. Each eccentric is provided with suitable cavities, which may be cast or drilled in them, of such a size that the quantity of oil and waste or fibrous packing may be placed therein, and all the pins or journals are also made hollow for the same purpose, having small holes connecting these cavities with the exterior, so that a small proportion of oil will be thrown outward by the centrifugal action of the parts while at work, but the oil will be retained within these cavities while the engineis standing quiet. The crank-lever E, being j ournaled in the hub of the case or wheel, which is keyed to the shaft, and having its crank-pin journaled in the outer eccentric ring, D, forms a positive driver for the eccentric and relieves the governor entirely from the actuating of the valve or the friction of the eccentric strap, leaving the governor free at all times to indicate the cut-off at the slightest variation of speed without being saddled with the actuation of the valve in addition to the indication of the cut-off. This governor is made reversible by having two sets of lugs on the periphery of the wheel, so that the weight-levers may be journaled or fulcrumed from either one set or the other, in which case the springs H would also be connected with the opposite set of lugs, I, and the driving or look lever E would be changed from the boss J. This enables me to reverse the engine without changing any other part, if it be desired to run in the opposite direction.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In an engine-governor having centrifugally-acting weights, with arms and centripetally-acting springs, the adjustable hearing or seats, extending from near the point of sus pension of said arms toward the weights, and by which the springs may be connected with the weight-levers, the tension-screw connected with the opposite ends of the spring, and the adjustable bearing or seats on the lugs I,with which the tensionscrew is connected, substantially as herein described.

2. In an engine-governor having a movable eccentric, centrifugally-acting weights, and returnsprings within the wheel or case secured to the shaft, the elastic buffers N and O, secured in the weight F, and boss J, substantially as herein described.

3. In an engine-governor having movable eccentrics, centrifugally-acting weights, and returnsprings within a wheel or case secured to the shaft, and a crank-arm with its ends journaled in the exterior eccentric, and the projecting boss J, and the elastic buffers O and N, substantially as herein described.

4. In an engine-governor, an eccentric movable about the engine-shaft, the centrifugal-operating weights by which said eccentric is moved, a second eccentric fitted to and movable about the first, together with a crank or link, one end of which is journaled in the driving disk or wheel and the other end is journaled or loosely connected to a crank-pin in the exterior eccentric, whereby it is driven directly from the shaft and independently of the adjusting eccentric, substantially as herein described.

In witness whereof I have hereunto setv my hand.

Witnesses: BYRON J AGKSON S. H. NoURsE, H. 0. LEE. 

